Carburetor for gas-engines



(No Model.).

D. S. REGAN.

GARBURETOR FOR GAS ENGINES.

No. 415,978. Patented Nov. 26. 1889.

UNITE STATES PATENT OFFICE,

DANIEL REGAN, OF SAN FRANCISCO, ASSIGNOR TO HIMSELF, AND SANFORD S. BINNETT, OF ALAMEDA, CALIFORNIA.

CARBURETOR FOR GAS-ENGINES.

SPECIFICATION forming part of Letters Patent No. 415,978, dated November26, 1889.

Application filedApril 7 1888.

To all whom it may concern.-

Be it known that I, DANIEL S. REGAN, of the city and county of SanFrancisco, State of California, have invented an Improvement inCarburetors for Gas-Engines; and I hereby declare the following to be afull, clear, and exact description of the same.

My invention relates to improvements in carburetors and their useespecially in connection with an explosive-vapor engine.

It consists in certain details of construction, which will be more fullyexplained by reference to the accompanying drawin gs,in Which Figure lis a vertical section taken through a a of Fig. 3. Fig. 2 is aperspective view of the exterior of the carburetor. Fig. is a horizontalsection taken through (Id of Fig. 1. Fig. 4 is a view showing theconnection of the carburetor with the engine.

The object of my invention is to provide a device for chargingatmospheric air with the vapor of a light hydrocarbon liquid andtransmitting this vapor directly to the engine-cylinder, within which itis ignited and exploded, so as to propel the piston of the cylinder,said piston acting as a pump during alternate strokes, by which asufficient quantity of air is drawn into the carburetor by thevacuumproduced by the movement of the engine-piston to form a single chargefor the engine, the carburetor ceasing to act immediately upon thestopping of the engine.

A is the exterior casing of the carburetor, having an extension orchamber C in the center of its upper portion. The top of this chamber Cis covered by a flexible diaphragm D, which may be made of anysuitableflexible materialas leather or parchment-and which serves by itsflexibility to relieve the apparatus from the sudden vacuum which wouldotherwise be caused by the stroke of the en- Serial No. 270,007- (Nomodel.)

near the bottom, leaving a small space beneath the lower edges of theconvolutions of the spiral, through which the liquid contained in thecarburetor may pass freely and be constan tly maintained at an evensaturation throughout the apparatus. The liquid is introduced into thechamber through a fillingnozzle, as shown at F, and is maintained at asufficient depth to fill from one-half to twothirds of the chamber E isa pipe extending into the top of the chamber A and having its lower endvery near the bottom of the chamber and beneath the surface of theliquid. This pipe is placed at the outer end of the spiral, and when theengine is in motion air will be drawn into the carburetor through thispipe by the stroke of the engine-piston. This air being deliveredbeneath the surface of the liquid causes a considerable agitation, andby its ebullition through the liquid it becomes charged with the vapor,While its passage over the surface of the agitated liquid, following thechannels made by the spiral, will complete its saturation, so that whenit has reached the center, where it is delivered upward into the chamheror extension C,'it is sufficiently saturated for the purposes of theengine. At each stroke of the piston, when the valve is open to allowthe cylinder to receive a charge, vapor is d rawn into the cylinder fromthe chamber C, and a corresponding amount of air is drawn through thepipe E into the carburetor, the chamber 0 being thus supplied withsuccessive charges during the operation of the engine only. It will beseen that by this construction the air is drawn through the apparatus bymeans of the vacuum produced by the engine-piston, and that there is nochance for leakage by forcing the vapor out through any openings in thecarburetor. The pipe E acts as a seal to prevent any return of the airwhich has been drawn into the apparatus, and the flexible diaphragm Dacts as a relief, vibrating easily with each stroke of the piston. Theamount of air drawn into the carburetor at one stroke passes into theengine-cylinder at the next stroke, and it will be manifest that only somuch air is carbureted at each time as will serve for the followingstroke of the engine-piston, the operation ceasing instantly when theengine stops. By this construction the carburetor becomes automatic inits con nection with the engine.

Having thus described my invent-ion, What I claim as new, and desire tosecure by Letters Patent, is

In a carburetor, the combination of the cylinder of a reciprocatingengine, a circular closed chamber, a spiral diaphragm or partitionhaving the upper edges forming a tight connection with the top of thechamber and the lower edges terminating above the bottom so as to leavea comm unicating space beneath,

an air-entrance pipe at the outer end of the spiral extending down intothe liquid and serving as an agitator and seal, a vapor-chamber abovethe central portion of the chamber and spiral, having a flexiblediaphragm over its top, and an ediiict-ion-pipe connecting this chamberwith an engine-cylinder, substantially as described.

DANIEL S. REGAN.

Witnesses:

J. H. REDSTONE,

F. R. BRAUN.

